Railway-switch.



No. 674,983. Patented May 28, I90l. F'. a; PENNOCK.

RAILWAY SWITCH.

(Applicativn filed Aug. 31, 100cm HM 7 m (No Model.) 2 Sheets-Sheet l.

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F. e. PENNOCK.

RAILWAY SWITCH.

(Application filed Aug. 31 1900,

(No Model.) 2 Sheots-$heet 2.

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llniirnn STATES ATnr FFICE.

FREDERICK Gr. PENNOCK, OF BRAINTREE, MASSACHUSETTS, ASSIGNOR TO HIMSELF, THE NEW ERA CAR APPLIANCE COMPANY, (INCORPORATED,) OF XVILMINGTON, DELAXVARE, AND YVILLIAM M. CAMPBELL, OF BOSTON,

MASSACHUSETTS.

RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 674,983, dated May 28, 1901.

Application filed August 31, 1900. Serial No. 28,704. (N model-J To aZZ whmn it may concern:

Be it known that I, FREDERICK G. PENNooK, a citizen of the United States of America, and a resident of Braintree, in the county of Norfolk and State of hllassachusetts, have invented certain new and useful Improvements in Railway-Switches, of which the following is a specification.

This invention, which appertains in a general way to railway systems, relates more particularly to improvements in railwayswitches.

An object of the present invention is to provide an improved, simplified, and efficientrailway-switch the switch-point of which may be quickly and readily operated as desired by the motorman without interrupting the progress or traveling movement of the car and without interfering to any extent with his other duties and to so construct and organize the elementary features of said switch that the switch-point will be automatically but yieldingly locked against accidental movement in its different positions.

A further object of the invention is to provide an improved railway-switch embodying two diverging rails, a switch-point shiftably supported between said rails, and a pointshifter in yielding connection with the switchpoint and constructed and organized to be moved alternately into engagement with the inner faces of opposing rails to shift the switchpoint alternately in opposite directions and to yieldingly hold said switch-point against accidental movement.

With these objects in View the invention consists particularly in certain details of construction and in the combination and arrangement of the several parts of the railway-switch, substantially as hereinafter described, and more particularly pointed out in the claims.

In the drawings accompanying and forming part of this specification, Figure 1 is a side elevation of a portion of a track structure, including my improved railway-switch and a portion of a car and illustrating one manner in which the pointshifter of the switch may be operated by the motorman while the car is in motion. Fig. 2 is a plan view of a portion of the track structure, including my improved railway-switch. Fig. 3 is a plan view, on a relatively large scale, of my improved switch, showing the switch point closed to the main track and yieldingly locked in this position. Fig. 4 is a similar view of the railway-switch, showing the posi -tion assumed by the switch-point and pointshifter while a car is moving toward the point of the switch along the main track, the flanges of the wheels during their passage between the switch-point and rail shifting the switchpoint and temporarily overcoming the yielding stress of the point-shifter. Fig. 5 is an under side view, on a larger scale, of a portion of the switch-point, the point-shifter, and its resilient carrier, the point-shifter being shown in two extreme positions in full and dotted lines, respectively. Fig. 6 is a longitudinal section taken in the direction of the arrow on the dotted line 6 6 in Fig. 5'and showing the same parts, and Fig. 7 is a plan view of the point-shifter carrier and pointshifter detached from the switch-point.

Similar characters refer to like parts in all the figures of the drawings.

In the drawings (see Fig. 1) a portion of the track structure and car is shown to illustrate the mannerin which the railway-switch which constitutes the essence of this invention is operated.

The railway-switch proper in the preferred construction and organization thereof (shown in Figs. 3 to 7, inclusive, comprises a frog having a central longitudinal V-shaped depression 2 and the side rails 3 and 4, having rela tivelydiverging inner faces, a V -shaped switch-point 5, shown pivotally supported at 6 at the widest end thereof substantially midway between the divergent inner faces of the two rails 3 and 4, a point-shifter carrier 7, fixedly secured at one end, as at 8, to the switch-point intermediate the end thereof, and a point-shifter (designated in a general way by S) pivotally supported at 9 at the free end of the carrier 7 and having arms or parts 10 and 12, one, as 10, adapted on one movement of said shifter to cooperate with the inner face of one rail, as 3, to shift the point in one direction and the other, as 12, adapted on another movement thereof to cooperate with the inner face of the other rail, as 4, to shift the point in the opposite direction.

The frog, which includes the two diverging rails 3 and 4, may be of any suitable general construction, and the switch-point 5, which is supported on the upper face of the base-plate of said frog between the rails 3 and 4 for horizontal oscillation, may also be of any suitable general contour.

The switch-point preferably has formed in the under face thereof a longitudinal recess 13 to receive the point-shifter carrier and point -shifter, said recess being of a width slightly less than the extreme width of the point to provide flanges 14 and 15 and being preferably stepped at one end, as at 16, to provide a plane bearing-face for the pointshifter, wherebyto prevent accidental movement of said shifter in a vertical direction or in a plane intersecting the path of its operative movements.

The shifter-carrier 7 is shown in the nature of a torsion-spring, it preferably being constructed from a flat bar of resilient metal, such as steel, with-its opposite ends disposed widthwise in the same horizontal plane and with the central portion thereof disposed widthwise substantially at right angles to the planeof the end portions,one end of said spring being elongated and having its side edges tapered to fit between the flanges 14 and 15 of the recess 13, whereby this end of said carrier is held against transverse movements. This end of the carrier is preferably fixed to the upper wall of the recess 13 at 8 by means of a screw, as shown in Figs. 5 and 6.

For the purpose of facilitating horizontal movements of the free end of the resilient shifter-carrier and also for limiting the rotative movements of the pointshifter S the flanges 14 and 15 are cut away adjacent said shifter, thus permitting the arms or parts 10 and 12 to be projected beyond the outer side edges of the switch-point and also forming stops 17 and 18, disposed to cooperate with said arms and limit opposing rotative movements of said shifter, as will be readily understood.

The point-shifter is shown in the accompanying drawings in the nature of a bell-crank having the arms 10 and 12 thereof disposed substantially at right angles to one another, and in the preferred construction and organization thereof shown this shifter is connected substantially midway its ends at 9 to the under side of the free end of the resilient carrier 7 and is so disposed that one or the other arm thereof will normally project beyond one or the other outside edge of the switch-point, with its extreme outer end in bearin g engagement with the inner face of one or the other rail 3 or 4, and will yieldingly lock the switchpoint against accidental movement in one or the other of its extreme positions.

By reference to Fig. 6 it will be understood that the point-shifter, which, as before stated,

is pivotally secured to the free end of the torsion spring or carrier 7, is located between the under face of the free end of said spring or carrier and upper face of the base-plate of the frog, and portions of the arms 10 and 12 of said shifter are disposed between the bearing-face 16 of the switch-point and upper face of said base plate, which will retain said shifter in proper working position and hold it against accidental vertical displacement.

By providing a yieldable carrier or support for the point-shifter the switch-point may be yieldingly locked against accidental movement in either of its extreme positions without obstructing the passage of car-wheels on either side of the switch-point. As an example, if the switch-point is locked in the position shown in Fig. 3 and a car is passing in the direction of the arrow in Fig. 4 the flange of the wheel on the rail 3 will temporarily overcome the resistance of the resilient carrier 7 and shift the point slightly away from this rail, as shown in said Fig. 4, and after the wheels have passed the switch-point this point will automatically return to the normal locked position in Fig. 3.

In actuating the point-shifter to operate the switch-point it is simply necessary, assuming a car to be traveling in the reverse direction to that indicated by the arrow in Fig. 4, to insert the shifter-actuator S (which may be an ordinary switch stick or rod) in the longitudinal depression 2 of the frog just before the car arrives at the switch and allow the same to follow along the open flangegroove until the lower end of said actuator strikes the projecting arm of the point-shifter S, which will impart a rotative movement to said shifter, bringing the extreme end of the other arm into engagement with the inner face of the adjacent rail, and cause the switchpoint to be shifted to close the front end of the flange-groove in which the shifter-actuator was located. It is not even necessary for the motorman to direct the movement of the operating end of the shifter-actuator other than to see that it enters the central depression in the frog, for the reason that after the same has entered the depression in advance of the switch-point its further movement will be directed by the side edge of the point, and it will be brought into contact with the projecting arm of the switch-shifter, which always intersects the path of the open flangegroove.

It will be obvious that any suitable device may be employed as a switch-shifter actuator and that said device may constitute a fixture on the car or maybe simply a rod (or stick, as it is commonly called) extending through a metal eye in front of the platform, as illustrated in Fig. 1 of the drawings. It is necessary in practice that the shifter-actuator shall have a bearing against some fixture on the car to effect a proper operation thereof, as will be understood.

From the foregoing description it will be understood that the point-shifter is supported for limited rotative movements in opposite directions about its own axis in a horizontal plane parallel to the plane of movement of its carrier and is also capable of transverse movements with its carrier about an independent axis, and, further, that the same is wholly confined between the opposing diverging inner faces of the two rails. Furthermore, this point-shifter has its upper face located sufficiently below the upper face of the rails as to not interfere with the travel of wheels on the tracks. In this connection it is desired to state that the invention is not limited to the particular construction and organization of point-shifter and shifter-carrier illustrated in the accompanying drawings, nor is the inven tion limited to the particular construction of the switch-point illustrated, as these may be variously modified without departure from this invention.

I claim-- u 1. A railway-switch comprising two diverging rails; a switch-point shiftably supported between said rails; a rotatable point-shifter supported between said rails and connected at one side its axis of rotation to the switchpoint and adapted to cooperate alternately with the inner faces of the adjacent rails to shift the switch-point first in one and then in an opposite direction.

2. A railway switch comprising two diverging rails; a switch-point pivotally supported between said rails; and a point-shifter pivotally supported for rotative movement and cooperative with the inner faces of said rails alternately; and means connecting the pointshifter with the switclrpoint at one side the pivotal point of said shifter.

3. A railway-switch embodying two diverging rails; a switch-point movably supported between said rails; a point-shifter pivotally supported in cooperative relation with the inner faces of the two rails; and a pointshitter carrier connected to the switch-point intermediate the pivot of the shifter and the free end of the switch-point.

4:. A railway-switch comprising two diverging rails; a switch-point pivotally supported at one end between said rails; and a point shifter rotatably supported in position to cooperate with the inner faces of the two rails alternately and having a resilient connection, at one side its axis of rotation, with the switchpoint.

5. In a railway-switch the combination, with two diverging rails, of a pivoted switchpoint having a point-shifter carrier secured at one end. to the under side thereof; and a bell-crank lever pivotally secured to the free end of the carrier in position to cooperate with the inner faces of the diverging rails alternately to shift the switch-point first in one and then in an opposite direction.

6. In a railway -switch the combination, with two diverging rails, of a switch-point pivotally supported for oscillation between said rails; a point-shifter having a pivotal support connected to said switch-point at one side the pivot of said shifter for oscillatory movements both independent of, and with, said point, and cooperating with the inner faces of the two rails alternately for effecting shifting movements of said point.

'7. A railway-switch comprising two rails having diverging inner faces; a switch-point pivotally supported for movement in a horizontal plane between the two rails; a resilient point-shifter carrier secured at one end to said switch-point; and a point-shifter pivotally secured to the free end of said carrier and cooperative with the inner faces of opposing rails alternately for shifting the switchpoint in opposite directions.

8. A railway-switch comprising two rails having diverging inner faces; a switch-point pivotally supported between the diverging faces of said rails; a reactionary shifter-carrier secured to the switch-point below the upper face thereof; and a point-shifter mounted upon said carrier and having portions projectable beyond opposite side faces of the switch-point.

9. A railway-switch comprising a frog having two diverging rails with a V-shaped depression between the inner faces thereof; a switch-point pivotally supported in the depression and having a longitudinal recess in the lower face thereof; and a bell-crank lever pivotally supported in said recess in cooperative relation with the opposing inner faces of the rails and having a reactionary connection with the switch-point between said shifter and one end of said point.

10. In a rail-switch, the combination with two diverging rails and with a switch-point pivotally supported between said rails, of a spring fixed at one end to the under side of the switch-point; and a bell-cranked pointshifter pivotally mounted at the free end of said spring for rotative movements between the inner faces of the two rails, substantially as described.

11. The combination, with two diverging rails and with a switch-point pivotally supported between said rails, of a resilient carrier fixed at one end to the under side of the switch point; a bell cranked point shifter pivotally mounted on the free end of said carrier for rotative movements between the inner faces of the two rails; and means on the switch-point for limiting the rotative movements of said point-shifter.

12. In a railway-switch, the combination with two diverging rails and with a switchpoint pivotally supported between said rails, of a torsion-spring fixedly secured at one end to the under side of the switch-point; a bellcranked point-shifter pivotally secured to the free end of said spring for rotative move ments between, and cooperative with the inner faces of, the two rails; and means for limiting the rotative movements of said pointshifter.

able at its opposite end in the direction of the width of the switch-point; and a bellcrank lever pivotally carried at the free end of said torsion-spring and having the outer end of one or the other arm thereof normally in bearing engagement with the inner face of one or the other rail whereby to lock the point against accidental movement when in one or the other position thereof, and one of which arms operates against the inner face of one rail, during the rotative movements of the bellcrank lever in one direction, to shift the switch-point against the other rail, and the other of which aims operates against the inner face of the other rail to shift the point in an opposite direction.

14:. A railway-switch comprising two diverging rails; a switch-point pivot-ally supported between said rails; a combined reactionary point shifting and locking device supported for rotative movements and connected with said point for oscillatory movement with, and independent of, said switch-point; and means operable between the outer face of the switch-point and the inner face of the rail for actuating the shifting and locking device.

15. A railway-switch comprising two diverging rails; a switcl1point pivotally supported between said rails and yieldingly-supported means carried by the switch-point and movable into contact with the inner face of one rail to shift the switch-point away from this rail and movable into contact with the inner face of the other rail to shift the switchpoint away from this rail, and yieldingly holding the point against accidental movement in both positions thereof.

16. A track structure embodying two diverging rails; a switch-point pivotally supported between said rails; a pointshifter rotatably supported between, and movable into engagement with, the inner faces of the two rails alternately and adapted to be operated outside of opposite outer faces of said point w iereby to effect a shifting movement of the point first in one and then in the opposite direetion; a car on the track structure; a pointshifter actuator on the car adapted to enter the space between the switch-point and inner face of one or the other rail and be moved into actuating engagement with the point-- shifter while the car is in motion.

Signed by me at Boston, Massachusetts, this 17th day of August, 1900.

FREDERICK Gr. PENNOOK.

Witnesses: WALTER E. LOMBARD,

NATHAN C. LOMBARD, 2d. 

